Air-brake.



No. 811,064. I I PATENTED JAN. 30, 1906.

E. T. HUGHES.

' AIR BRAKE.

APPLICATION FILED 00'1. 9,1905.

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cry reservoirs.

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specification of letters Patent.

Patented Jun. 3% recs I Application filed October 9, 1905' Serial No. 281.912

To all whom it may ormccrvt:

Be it known that l. l lnw'rn' '1, Hi ouns, a citizen of the United States, residing at (filedstone, in the county of bnn Juan and State cl Colorado, have invented certain new and useful Improvements in AinBra-kes, of which the following is u specification.

My invention relates purticuhirly to the system of sir-brakes known as the West-- in house system, in which a separate brakecy inder end an mixilisiy reservoir ere pro vided for each car and are connected with a. train-pipe running to the locomotive and are controlled by a triple valve, the brakes being applied by a, transfer of pressure from the auxiliary air reservoirs to the brake cylinders. This transfer of pressure is ell'ected by a. reduction of pressure in the train-pipe by means of valve mechanism in the locomotive. The applicetion of the brakes reduces the airpressure in the. e uxilinr 'resorvoirs, and when the brakes are release thenir is discharged from the brskecylinders to the atmosphere before the pressure is restored in the auxili- In this system the recher ing of the auxiliary reservoirs proceeds slowly,-and if for any reason a second opplication of the brakes is required immediately after the brakes are released there is only n low pressure in the auxiliary reservoirs to rely upon, and a. proper application of the brakes cannot be effected. In other words, after the brakes have been applies and released it is necessary to Wait some consider? able time before they can be again. applied. Attempts have been made to overcome these difficulties; but, so for I am aware, devices for this purpose have never been put into cxtcnsive use.

According to m invention I provide sine plc and ellicicnt evices by means of which the pressure in the ln'ukcmylinders may be retained While the auxiliary reservoirs are being recharged, or, in other Words, devices by .mcansof which the auxiliary reservoirs may be recharged Without releasing the brakes,

so that immediately after the brakes are ripplied and While they are still on the auxiliary reservoirs may be recharged and suilicient pr cssure obtained to apply the brakes n sec- 0nd time, if necesssr immediately titer they have been release In order to accomplish the Olilfiifil; oi my ii-- vention Without niodil'yi mechanism cl nir-brekr ployed, l apply to tln m. triple valve on elect-rm:du -op which is urrnnn'ed to open and haust-pipe one mull-oiled by the engineer or by :rtte its nt various points on the train.

in the scconipmiying d mvim 's l igure l is e diagram illustrating my imprormncnts opplied to brake mechanism of the f it-stinghouse type. Fig. 2 a. detail view, partly in section, of the vclvc which ll employ for controlling the exhaust.

The brcke-cylinder A and the auxiliary air-reservoir B are connected with a triple valve U, constructed and operated in the ordinary way. The train-pipe I) is connected by branch pipe .l') with the triple valve, and to the exhaust-port of the triple valve is at tached on exhaustpipc E. This pipe con nects with u valve-casing l (shown most clearly in Fig. 2,) containing :1 velve G, sclcpted to open and close communication between the exheustpipe E and the exit-pipe H, which really forms part of the exhaust-possage. The valve G has an enlarged lower end, which when the vslve is open rests on an adjustable plug 1, ellowin a communication from the exhaust ipeE t ough passages cf 9 to the exit-pipe l. The vclvwstem g is of n smaller diameter than. the lower portion of J, which constitutes the armature of an elsewhich may extend to the locomotive and other ports of the train. When the elcctromagnet is deenergized, the valve is in its lowermost position, or that shown in Fig. 2; but when the clectromagnet is energized it acts on-the armature J and raises the valve, causing the enlarged portion thcreol" to coinpletel cut oil OOIIIII'lLlfllQiLlJlOIl between the pipes lo and H.

may be made to control all the esccpewelves or pressureretuicing Valves in the train and thst this circuit may be opened and closed at various points on the train.

lit is obvious that the system may operate intherusucl wsy, the devices whichl have the valve and it carries at its upper end a. disk troinegnet K; provided With circuit-wires 114,;

It is obvious that a single electric iircuit rob added interferina 1'1 no Way with the proper and usual operation of the mechanism in the Westin house system. In fact, the devices which %have described may he applied to other air-brahe systems without changing the auxiliary reservoirs may be recharged immediately after the pressure therein has been reduced to apply the brakes.

It has heretofore been suggested that pressure may be retained in the brake-cylinders while the auxiliary reservoirs are being rechar ed; but mechanism for this purpose has IHVO ved changes in the construction or operatlon of the mechanism ordinarily used, while the devices which I employ may he applied to apparatus already in use.

In my system the valves G are normally open, and the pressure from the auxiliary .reservoirs .does not tend to either open or close them. Should the electromagnetic del 1 l l vices out of order or not used, the system will operate in the usual way.

I claim as my inventi0n- The combination vith a triple valve of the ll' estinghousc airbrake, a trainpipe connected there ith through which air is supplied to the triple valve nd in which the pressure is at times reduced and which is the sole means for establishing; and cutting oil communication between the auxiliary reservoir and the brake-cylinder; an exhausvpassage leading from the said triple valve; a valvecasirn applied thereto, a valve for opening and c osing said exhaust-passage without in any way affecting the passage between the auxiliary reservoir and brake-cylinder, and electromagnetic devices for operating said exhaust-valve.

in testimouywhereof i have hereunto sphscriloed my name.

B. M. MOATEE, R. L. VINYARD. 

